Remote-control system for gear shifting in angularly disposed vehicle transmissions



1954 H. o. SCHJOLIN REMOTE-CONTROL SYS POSED VEHICLE TRA ,66 9,3l6 TEMFOR GEAR SHIFTING IN ANGULARLY DIS NSMISSIONS Original Filed Nov. 5,1945 3 Sheets-Sheet l mmmw Imvemor HAM; 0. SCI/J oL/A/ m/Mia (lftornegdlFeb; 16, 1954 I o SCHJQLIN 2,669,316 REMOTE-CONTROL SYSTEM FOR GEARSHIFTING IN v ANGULARLY DISPOSED VEHICLE TRANSMISSIONS Original FiledNov. 5, 1945 3 Sheets-Sheet .2

Zhmentor f/A/vs 0. Sam/01.1w 89W W t GttomegzL Feb. 16, 1954 2,669,316

- H. O. SCHJOLIN REMOTE-CONTROL SYSTEM FOR GEAR SHIFTING IN I ANGULARLYDISPOSED VEHICLE TRANSMISSIONS Original Filed Nov. 5, 1945 5Sheets-Sheet 5 3nnentor HANS 0. Scrum/Iv Cittomega immediately adjacentto the Patented F e1). 16, 195 4 UNITED STATES- PATENT OF F I C EREMOTE-CONTRQL SYSTEM FOR GEAR SHI'FTING IN ANGULARLY DISPO'SED VEHICLETRANSMISSIONS Hans o; Sch'j'olln, Birmingham, Man, assignfor to GeneralMotors Corporation, Detroit, Mich a; corporation; of Delaware Originalapplication November 5-, 1945', Serial No.

626.680. Divided? and this application May I,

1947, SeriaiNo. 745,291

(Cl. [KG-77) Claims;

The present specification is a divisional application to the applicantsSerial Blur-alter 6265689, filed November 5-, 1945, for aninventionentitled V Gear Transmission, now matured as of Sep' tember 1-951, asLetters Patent U. S; 2,569,341.

present invention pertains to a special ar--- rangementof engine,gearing and axle drive of large vehicles for the primary purposeofproviding' superior accessiloility for replacementofunits, for betterspace distribution of drive" members and units, and for obtaining animproved assentbI'y thereof for lightness weight and better eometry ofthe controls anddri-ve l'inecenter's.

It isparti cularly adaptalo-lefor heavy vehicles having rea-r mountedpower plant drivesystems.

Qne of the features provided herein is the arr-'- guiar arrangement of agearbox with respect tothe engine centerli'ne, said gearbox loeirigequipped witha special articulated and COOId'i nated rocking and slidingshaft'contror assembly.

Another object or" the invention is to couple the power of the engine tothe transmission through a torque multiplying gear which converts thetorque at a lower speed ratio to the angularly placed transmission inputmember, which in the example herewith is a hollow shaft" supported imthe diagonal transmission casing" at both its ends, with the powerdelivery element located point of reduction geardrive, Both elementslying between the hol low shaft supporting bearings th ecasing; whicharrangement requires the special control assem*- bly mentioned above;

other objects include such a control arrange ment for a ower plantassemblymounted trans vers'el y' atthe rear of a vehicle with the torqueconverting mechanism thereof located angularly" to the centerline' ofthe engine and driving" the forwardly located vehicle wheeF dinerentiardvice at a point centrally of the vehicle, tron the vehielercenterlina-A special obj ectis' the provision of" remote eontrot means for a rearmounte'zi power plant and transmission assembly which the gear selec--tion aotin is transmitted thereto by rotational nmtiorr of selectorshafting rocked by parallel arm mechanism and in which the gear couplingand uncoupling action is transmitted thereto by sliding motionof theselector slla-fting moved longitudinally by the translation of saidmechamm. the master control element being verswlly pivoted.

Mother object is the provision or" imiversa-l joint means in saidselector shafti-r'ig' connections solidly coupling the elements of saidshafting' such that for given operator translation of said mechanism',the said c'ouplirig and uncoupling of thegears'fol lbws' directly thesaidtranslation action thru-"sli-d'ing, of said joint means and saidshafting' elements; with a minimum of lost monon.

An additional object is the providing of a remote ratio shift control"for a four-"speed-andreverse gear unit havingv selector and: actuatormecl'ianisnicoupled to articulated shait'ing, which a plies a tensionalforce tosaid shafting for shifts to reverse low and third gear ratio, acompressiohal force for shifts to: second and fourth speeds", and aparallel" arm' rocking force which is applied in turn torock a selectionand actu' ation member for thegears.

other olfiijects and advantages will ap ear in the specification telowas the" subject matter is discussedin detail. In tnefigures:

Fig. 1.. is a plan view of an installation of. the invention in. a motorvehicle including? the control connections. Fig. lal is a view of theuniversal coupling of the transmission control. mechani'sm and' Fig. 15is a sectional View of the supporting means for the clutch control inthe vehicle frame, by mounting. unit W.

Fig-.- 2, is a, schematic: view of the mternal-transmission controlmechanism operated: by the cone neat-ions of Fig.- L, the Fig.- 2a.showing the positional, motion pattern forthe ratios. Fig. 3 is a viewof the control mechanism located in the drivers-i station. at? the frontof' the vehicle as in Fig. 1 and-Fig. 3a is a diagram oi the ratio shiftmotions of the gear selector lever, correspond ing. to the ratio diagramofFig; 2'a showing the shifter: head pattern. inside the" gearbox.

Fig. 4' is a section taken transversely through attached totheclutchforkinside the casing H10;

and projects externally to the top of the gear box where lever l8l isattached to it. Bellcrank I85 is supported on the transverse bulkheadand is linked to the lever by rod I83, and to long rod 186 which extendsto the forward portion of the vehicle. Rod III! is supported in flexiblebushings as shown in Fig. 1b in the various bulkheads cross members sothat it has straightforward rectilinear motion, shaft B being acontinuation of shaft H0.

Clutch pedal I90 shown in Fig. 3 in detail, is attached to cross shaftIBI supported on the frame for rotation, and the latter is attached tolever I92 clevised at I93 to rod I86, and the pedal is normallyretracted by a spring I92 which is deflected upon operator footpressure.

The control mechanism of Figs. 1 to 3 is applied to the drive structuresof Fig. 4, that of Fig. 2 pertaining to the mechanism mounted in or onthe gearbox, and that of Fig. 3 to the operators control means locatedremotely at the front of the vehicle.

Fig. 2 requires to Fig. 4.

As shown in Fig. 4 the input member of the angularly-placed transmissionunit of Fig. 4 is hollow shaft 22 fitted with gear 30 and bevel gear 20meshed with and driven by a bevel gear in clutch casing [50, hollowshaft 22 being supported in casing section 100a by bearings 33 and 34.

Countershaft 49 mounted in'bearings 52 and as shown, is driven by inputgear 30 meshing with gear 48 affixed to shaft 49, and transmitsreduction gear torque to the various elements rotating with transmissionshaft 25.

Low gear torque is transmitted thru meshed gears 54-40 to double-jawslider 35, splined to sleeve 24. It will be noted that the planarsection representing the toothed area of torque transfer is adjacentbearing 33 and close to the engine centerline for maximum support of theloads at the strongest beam load supporting section.

Second gear torque is transmitted through gear pair 58, 44 and teeth 45,36 of the jaw clutch of slider 35, and the low-2nd-low ratio transitionsare made by shift reciprocation of slider 35 on spline sleeve 24 ofshaft 25.

Reverse torque is obtained by independent motion of reverse idler 56into common mesh with the external teeth 38 of slider 35 andcountershaft gear 55.

The gear member of largest size and heaviest torque requirement islocated close to the. engine centerline wherever possible.

The third speed torque is transmitted thru gear pair 60, 6| to slidersplined on shaft at 14, and thru the jaw clutch teeth 62, 11. Directdrive between shafts 22 and 25 is obtained by meshing the jaw teeth 3|,16 of shaft 22 and slider 15.

The shifter pattern for Fig. 4 for obtaining these drive ratios in termsof left, neutral and right shift, is:

be studied in connection with Slider Slider 75 Idler Gear L.\N.\R. L.\N.R. 56

Reversc x L Neutr Low Second Third Direct This is a special form of4-speed and reverse gear in which the input member is a relatively longhollow shaft supported separately in centrally located casing bearings,and equipped with a single transmission input gear and a single directdrive jaw. The straddle form of gear unit having a central point ofinput reduction speed transfer and laterally placed low torque, and hightorque groups provides a maximum of strength with lightness of thesupporting structure.

Fig. 4 shows the arrangement of the casing portions a, lflllb and [50dwhich form the assembly for support of the drive mechanism on theengine.

The rightward end of the angularly-placed gear assembly of Fig. 4 isreadily removed by taking off end plate 100d, releasing the screwand-nutfittings on the ends of shaft 25 by performing a similar loosening ofthe countershaft 49, and detaching of H101) from IBM. This enables readyrepair and adjustment of the gear elements which receive the most wear,and without disturbing the high speed gearing in the compartment lfllla,or the input driving gear group.

Figure 2 is a sectional view of the shifter forks of transmission casingl00b to show the arrangement of the gear and shifter mechanism. Thecasing will) is attached to the flywheel-enclosing, and main clutchhousing section of the engine Rita, and is machined to accommodatelongitudinal motion of the slider forks and rods. The fork 15a isaffixed to rail Hi. and is moved longitudinally to mesh and demesh thejaw clutch portions of the 3rd-4th slider .15 shown in Fig. 4. Themaster shifter rod shaft I I9 is mounted parallel to the rails for bothaxial and rotational motion so that itsafiixed finger lever H5 may swingabout the axis of shaft H0 and intersect the radial cut notches in theshift rails.

The shifter 35 of Fig. 4 is similarly moved by fork 35a attached toshift rail H2 mounted in the casing for parallel movement with shaft ll0 and the other rails.

The reverse idler gear 56 of Fig. 4 is shifted by fork 55a attached toshift rail H3.

With the gear mechanism in neutral the notches of the'rails are inalignment so that the lever H5 of the master shifter shaft H5 may swingfreely to intersect any one of the three. To facilitate understanding ofthis shifter motion the number and letter pattern of Fig. 2a is shownand Fig. 3a upward and to the left of Fig. 3 is in alignment with theshift lever E25. The longitudinal centerlines of the shifter shafts andrails, corresponding, are shown in Fig. 2a. The numeral 209 indicates inFig. 11) an extension of one of the frame members F for the supportingunit W which has the central ball member W and the seal elements W"enclosed by appropriate end plate.

When the shifter shaft H5 is rotated clockwise to its limit of motion inFig. 2 the arm H5 intersects the notch of rail H3 so that when theshifter shaft is moved upward and to the left in Fig. 3 the reverseidler fork 5ta slides the gear 56 on idler shaft 5? into mesh withcountershaft gear 55 and the teeth 38 of slider 35. This establishesreverse gear drive. Reverse is demeshed by corresponding oppositemotions.

To understand clearly how the gear selector mechanism of Figs. 1, 2 and3 operates to shift the sliders of Fig. 4, it should be observed thatthe shift rails H I, I I2, H3 of Fig. 2 follow a shift managers patternas indicated in the diagram or Fig. 2c; theishifter finger I I5 slidingwith'shaft [t :and moving the rails in a direction at right angles tothe cross-shift line at to engage :a ratio, and rocking to select one ofthe three rails "as the shaft :I lfl is rotated by the "externalmechanism of Fig.1.

In viewing Fig. 1 it will be seen that if shaft H 0 is rotatedclock-wise, as viewed from the bottom of the figure, shaft l-I'II andfinger H of Fig. 2 will be similarly rotated in the plane view and willintersect notch of :rail 11 3, which moves the reverse idler fork 56a.Now to shift theidler gear 56 from neutral toward the engine shaftcenter so as to pick up gears :55 and 38, the shaft I In must be .pulledtoward the *eye of the observer in Figs. 2 and 2a. This requires thestructure of .Fig. 3 to apply a pull -onsha;it I I'0 upward and to theleft, following the rocking.

motion, which as viewed in Fig. is shown by the arrow at REV to be acounterclockwise motion.

The inclining of the shift lever and motion upward and to the left, asshown in Figs. 3 and 3a will therefore mesh the reverse gear.

"Similarly, rocking the gear lever I20 to the right, rotates shaft "III!clockwise as viewed in Fig. 3, counterclockwise in Fig. 2, and causesfinger H5 to enter the notch of rail III to move fork l5a=of slider 75of Fig. 5 when the head of the lever is moved to 3 or 4, for third orfourth gear. A pull on shaft I It will cause slider 75 to mesh teethI752 to couple the 3rd gear pair 60, '6I to transmission shaft 25 and tothe input torquepath thru gears 20, 39, '48.

The above motions are of course paralleled for the selection of 2nd and4th .gear, as should be clear from the notations on the drawings, asdescribed below. 7

When low "gear is desired, the shifter shaft I I0 is rocked tointermediate position so that the lever I I5 intersects the notch ofshaft 2, and following motion being a pulling action similar to that forreverse, to move the fork 35a and slider '35 to mesh the jaw clutchteeth '31, II and couple the countersh'aft gear 54, and gear 40, to theoutput shaft 25. Reverse of these motions demeshes low gear drive.

The arm I [5 of master shaft IItl when in inter-' mediate rockingposition may be shifted axially to move rail H2 in the oppositedirection which moves the slider 35 to engage the jaw 'teeth 36, 45,

and connects the countershaft gear 58 and the gear 44 to drive theoutput shaft '25 in second speed gear ratio.

The shift rail III attached to the fork 15a is moved to jaw teeth 11, 62in order to transmit third speed gear ratio from countershaftgear 60 and{H to the output shaft 25. Direct drive is obtained by registering thearm H5 of shaft .I It! with the notch of rail I II and sliding the railoppositely to the above 3rd speed motion.

External to the gear box in Fig. 1 is universal coupling U made as shownin Fig. 1a, and

pivoted to shaft I If! extended and articulated at 204, its extensionbeing supported in the frame cross member just forward of the drivingaxial center. The articulated shaft 'I I0 terminates in the driver'sstation at the front of the vehicle in a crank -ar-m fitting i38, andsupported for longitudinal and rocking motion in a yoke member I31operator's gear shift control consists of a lever III] swiveling in alink element III of fitting 1-30 and supported ior rocking motion at afulcrum supporting bearings Ba and Oh. The

The latter-and number diagram showniin connection with Fig. 3 indicatesthe movements of the shift lever with respect to the 'hand'of thedriver, for the different gear ratios. It will be observed that forwardmovement of the head of the gear lever I29 will slide the fitting seeforward, and thereby slidethe fitting I 38 in the same direction, toplace the shaft 1-H and attached couplings under tension which byreference to Figs. 1 and 2 will translate the master shaft I Ill and armI15 to mesh the gear elements for reverse low or -third speed ratio,while putting this shaft structure under compression by rocking of leverI20 rearwardly will cause the second or fourth (direct) gear elements tobe coupled. The swivel joint IZOa connects shift lever I28 with the linkI 2| of crankiarm I 3 0. I

The main clutch in casing disengaged by pedal I313 of Fig. 3, for allratio changes in the customary manner.

The arrangement of driving elements may :be described as a V form oftransmission, which however, is only descriptive of the power unitarrangement.

The engine shaft is connected to the flywheel, and the flywheel isconnected to the transmission input bevel gear 213 as described andshown in Fig. 4 of the parent patent to the present application.

The casing assembly we is divided at a point convenient for assembly andrepair of the clutch, and the'clutch compartment is formed by twosections, one of which extends farther to the point where it is joinedto the transmission case section lflilb, also as described and shown inFig, 4 of the aforementionedparent patent.

The transmission casing is built up of sections as shown in Fig. 1,section Ififib housing the low, second and reverse speed gear groups;and section time containing the primary drive from the engine, and thesynchronized third and fourth speed geargroups.

The transmission shaft 25 extends through both casing sections Iiila andIileb and is mountedin a bearing at one end and another hearing at theremote end where the output flange is splined. In the central part ofthe transmission, rotatable sleeve 22 surrounds the transmissionsh'aft25 and carries the bevel gear 20 meshingwith the bevel gear in clutchcasing we, carrice the reduction drive inputgear 3i) and is formed intojaw clutch 3! which, as will be seen, is for the purpose of obtainingdirect drive. The sleeve 22 is mounted in the web of the casing sectionI'Ufla -by hearing 33, and by double row bearing '34 on the oppositeside, to provide a rigid, accurate mounting so that the bevel gear inclut'cheasing and bevel gear 2!! will run true. The gear pair comprisingthe bevel gear inclutch casing I no and bevel gear it with sleeve 22 andinput gear '30 may b'e'changed to aiOWGi or higher ratio to accommodatevarious engines having differing-torques for giveiishait speeds,providing adaptability to field replacement.

For low and second speed drive, splined sleeve 24 of the transmissionshaft 25 carries the doub'le jaw slider 35 with external teeth 36, andinternal teeth '31, and having gear teeth 33 cut on its periphery. The2nd reduction output'gear 44 is mounted by needle bearings on sleeve 25and has internal teeth 45 which may mesh with the teeth 360i theaforesaid jaw clutch. On'the opposite side 'of the jawclutch slider,gear :30 is mountedlikewise on needle bearings and has Iiill is engagedand I jaw teeth 4| jaw teeth 31 on the low for low gear drive.

The countershaft 49 is supported in bearings 5l and 52 in the casesections as shown and has three gears formed integrally or attached, thefirst gear 58, meshing with 2nd gear 44, the second gear 55 meshing withslidable reverse idler gear 56 mounted on the reverse idler stub shaft51, and the third gear 54 meshing with the lowest speed gear 40. Gear 48is the input gear, and gear BI] is the 3rd speed input gear.

The central part of the countershaft 49 is keyed to the countershaftinput gear 48 constantly meshing with the main shaft reduction inputgear 30 of sleeve 22. At the far end of the transmission is located thethird speed pair of meshing gears, gear 60 being keyed to thecountershaft 49 and its companion gear Bl mounted on needle bearings onthe transmission shaft 25 and having overhanging jaw clutch 62.

Transmission shaft 25 is splined to accommodate slider having two ringsof external teeth 16 and H for meshing respectively with the teeth 3| ofsleeve 22 for direct drive, and with the teeth 62 of the third speedoutput gear, for setting up third speed ratio.

In the drawings, the reverse idler gear 56 is shown conventionally. Theidler gear 56 meshes not only with gear 55 of the countershaft 49, butalso with the external ring of teeth 38 of slider 35 rotating withsleeve 24 splined to the transmission shaft 25.

The above described drive layout provides a novel form of angular drivetransmission which enables the designer of special purpose vehicles tofit the drive mechanism with the change speed gearing into a space ofvery restricted volume.

The applicant has filed an application for Letters Patent S. N. 507,204,dated October 21, 1943, now matured as Letters Patent U. S. 2,435,930,

and dated February 10, 1948, disclosing an anglev drive arrangementinvolving the use of a fluid torque converter displaced angularly in themanner shown in the present disclosure, and the mechanism herewith isdirectly interchangeable with the aforesaid application constructionwith a minimum of effort and displacement of parts.

The maintenance of tactile feel by the operator of gear positionstations, in remote controls. is always a difficult problem, due to thefact that vehicle frames weave and distort under load and the flexiblymounted power plants provide additional motion components which tend tobe transmitted into vibrations of the controls while destroying theoperators feel of the mechanism. In the present invention these troublesare overcome by first utilizing a single shift selector and actuatorshaft, having limited angularity at its articulation points U, supportedin the frame for both sliding and rotation as shown by the mechanism atW, Fig. 1b, and arranged to duplicate the movement of the operatorscontrol head, as in Fig. 3, in the motion of the transmission controlhead diagrammed in Fig. 2,

The point of application of the control mechanism on the top of thecasing 100a, with the master shaft H0 entering same at an angle, asshown in Fig. 1, is so taken that the net distortion of distancing uponthe adjacent linkage at 204 for the rocking bearing W and the couplingjoint U is insufficient to disturb the normal feel and setting of thelever I20, of Fig. 3.

The above advantages are believed clearly unwhich may mesh with theinternaland second gear slider.

derstandable of the invention of the drive arrangement and control, andthe utility herein.

From the foregoing description of the construction and operation of theexample of the invention herewith, it is clear that the advantages setforth in the preamble of the specification and in the main body of thetext thereof are amply provided for. It will be seen that the presentinvention embodies novelties in the power drive arrangement, in thecompartmenting of the drive elements for adequate support andaccessibility, and in the control system which, while mechanical,affords the operator full manual feel of the operative movements of thecontrol members of the power drive assembly, although the latter isplaced remotely at the opposite end of the vehicle from the driversstation. Further and additional advantages are set forth in the appendedclaims, and it should be understood that various changes andsubstitutions may be made in the details of construction and arrangementof the members and parts without departing from the spirit of inventionor from the scope of 'the appended claims.

I claim:

1. In a motor vehicle having a power plant drive assembly, a driversstation remote from said drive assembly, a transmission control supportmember located in said station and supported by said frame, bearings insaid member and an elongated master shifter shaft supported in saidbearings for longitudinal and rocking motion; a shift gear transmissionunit associated directly with said assembly, a casing for said unit,gear ratio control means for said transmission operated by said shaft,said means including gear shifting mechanism movable rotatably andaxially for engaging and releasing selected ratio drive elements of saidtransmission and connected to, and controlled by, said shaft, saidmechanism being supported in said casing for such rotational and axialmotion, a gear lever fulcrumed at one end upon said support memberhaving a pivot for rocking motion in the longitudinal direction and inthe direction of rock ing of said shaft, and a crank fitting attached tosaid shaft and having a pivoted link swiveled to said lever at a pointabove said support member pivot, the arrangement providing a parallelingof the motion of said lever in both said directions in the motion ofsaid shaft.

2. In the combination set forth in claim 1, the subcombination ofsectional articulation joints in said elongated master shifter shaft inits connection to said gear ratio control means, and of supporting meansfor said joints located in portions of said frame lying between saidstation and the point of attachment of said control consisting ofbearings which permit limited motion of said shaft.

3. In the combination set forth in claim 1, the subcombination ofbearings supporting said shaft in said frame for both limited axial androtational motion, of sections of said shaft, and of articulation meansfor said sections permitting limited changes of angularity whilemaintaining the axial and rotational motion positioning thereof betweensaid fitting and said gear ratio control means.

4. A power transmission control head assembly and gear controlarrangement consisting of a support member having separate arms,concentrically aligned bearings supported in said arms, a translatableand rockable transmission control shaft supported in said bearings, afulcrum pivot verse frame sections supporting said articulated shaftingsection, said bearings including rolling elements which permit bothrotation and axial motion of said shafting sections.

16. In motor vehicle drives, a power shaft and a load shaft, a changespeed gear unit connect ing said shafts divided into low speed and highspeed ratio groups providing low reduction and reverse in the first andproviding higher reduction and direct in the second group, between saidshafts, a power input member of said unit located between said groupsand adapted to be coupled to said load shaft for said direct drive ofsaid load shaft in said second group, a plu- H rality of shiftablemembers having parallel motions for coupling and uncoupling the ratiosof said groups, control shaft, a rockable shifter element moved by saidshaft and adapted to rock initially and intersect the parallel axialpaths of motion of said member and to shift a predetermined pair ofmembers of same axially in either axial direction from said initialrocking position, a shaft portion for rocking and shifting said elementand an arrangement of said pair of members effective by initial rockingand subsequent translation of said element to actuate selectively thelow reduction drive by the first of said groups through axial motionapplied to one of said members, to actuate selectively the higherreduction and direct drive of the other of said groups through axialmotion applied to a second of said members, and to actuate selectivelythe reverse drive of said first group by rocking and translation of saidelement applied to a third of said members.

11. In the combination set forth in claim 10, the sub-combination of amaster shifter shaft connected to rock and to translate said elementaxially, and of an articulated section of said shifter shaft connectedto said control shaft for unit axial motion of said shaft with saidelement and for equal angular motion thereof with said element.

12. In motor vehicle drives, a power shaft, a load shaft, a transmissioncasing having two gear groups adapted for selectively coupling saidshafts, the first group of which provides drive in low, second andreverse, the second group of which provides drive in third and directspeed ratio, a low and second gear clutch member in said first group, athird and direct clutch memher in said second group, an input powermember driven by powershaft located between said groups and adapted tobe coupled to said last named member, a reverse gear in said firstgroup, three parallel ratio shifters mounted in said casing, a ratioshifter fork for the clutch member for low and second speed ratio ofsaid first group operated by the central one of said shifters, a ratioshifter fork operating the clutch member for third and direct speedratio of said second group operated by one of the said laterally placedshifters, a third shifter fork for the said reverse gear of said firstgroup operated by the remaining laterally placed shifter, and a motionselecting an actuating mechanism for said first tooth named shiftersoperative to move one of same at a time for coupling the drive of one ofsaid groups or the other alternatively, and to move the remainingshifter individually to couple the drive of said groups by an axialmotion in the same direction as the motion of the other two shifterswhich provides low and third gear drive by the groups.

change-speed gear of a vehicle power plant, a drivers station of saidvehicle, a manually operable shifter device for said mechanism locatedin said station, a change-speed transmission located in said vehicle ata distance from said device, a slidable and rockable shaft connected tosaid device, the said device consisting of a shifter handle having twomotions, the upper end of same being movable by the hand of the operatorand the lower end pivoted to the frame of the vehicle, a link pivoted tosaid handle, a member supported to rock about the axis of said shaft andpivoted to said link such that swinging movement of the handle causessaid link and said member to rock said shaft, and connected such thatfore and aft movement of said handle causes the said shaft to slide inthe same direction as the upper end of the handle is moved by theoperator; a set of three parallel change-speed. sliders in saidmechanism, a shifter finger adapted to engage said sliders one at atime, an extension shaft of said first named shaft mounted to slide androck within the said transmission, the motion thereof being transmittedto said finger, a ratio shift pattern of said sliders arranged such thattwo thereof provide two-way ratio shift from a neutral position, and athird one of said sliders provides one-way ratio shift from a neutralposition, and an arrangement of the motion of said finger with respectto the intersection thereof with said sliders such that intersection ofthe finger with said two-way sliders occurs at a central and one lateralrocking position of said finger and with said third slider in theremaining lateral position.

14. In power drive apparatus, a change-speed transmission assembly ofthe longitudinal divided group type having terminal locations for twoindividual gear groups each located at either end of said assembly witha power input member centrally located between said groups and a poweroutput member extending through one of said groups, shiftablechange-speed gear-connecting elements of each of said groups adapted tobe shifted in two directions from neutral to drive-establishingpositions, a change-speed gear element of one of said groups shiftableonly in one direction from neutral to its drive-establishing position,and shift control mechanism for said elements comprising a manuallyoperable shifter shaft connected to a shift selector device, said shaftand said device being movable in predetermined axial and rockingdirections and arranged to shift each of the elements individually andone at a time to and from said neutral and said drive-establishingpositions.

15. In the combination set forth in claim 14, the sub-combination of anoperating shaft, of an arm connected to said shaft operative upon saidmechanism, of a set of slidable shifters of said mechanism for movingsaid elements arranged for initial intersection with the motion of saidarm and for following individual motion transmitted by said arm, anoperator-moved lever connected to apply to said shaft, and initialrocking selecting motion for causing said arm to intersect any one ofsaid shifters, and operative to apply a translatory motion to theselected shifter without causing motion of any of the non-selectedshifters, and an articulated angular shaft linkage between said leverand said operating shaft operative to translate the position ing motionof said lever to said operating shaft 13. In a remote control mechanismfor a s9 as 139 provide equi-angular rotation and translation motion tothat portion of the said lever moved by the operator to said operatingshaft.

16. In the combination set forth in claim 14, the subcombination of anoperating shaft, of a rockable arm connected to said shaft, of a set ofslidable shifters for the elements of said mechanism, adapted to beintersected by said arm consisting of one shifter for each of saiddivided groups each shifter providing two-way drive-engaging motion ofsaid first-named elements from a neutral position, and of a thirdshifter for the said third element for one of said groups providingone-way drive-engaging motion from a neutral position, an articulatedrotatable and slidable linkage joined to operate said operating shaft,of an operator-moved lever connected to said linkage rockable to rocksaid shaft to two adjacent initial selection positions for said armeffective to preset a selected shifter for two-way drive-establishingpositioning of either of said first-named two elements, operable to rocksaid shaft to a third initial selection position for said arm effectiveto pre-set said third shifter for oneway drive-establishing positioningof said third element, and of said lever bein translatable to translatesaid shaft following the said initial rocking motions applied to saidshaft and arm and thereby cause any of said selected shifters to moveone of said elements individually to a driveestablishing position.

17. A shift head apparatus for a shifter gear transmission control shaftwhich shaft has rotational motion for initial selection of transmissionsliding elements to be operatively translated into drive-establishingpositions, and having sliding motion for the latter operation; saidshifter apparatus comprising a manual lever moved laterally for initialdrive selection and in the right angular direction thereto for saiddrive-establishing operation, a frame mounted fulcrum for said lever atthe opposite end to the operatormoved upper end thereof, a crank armmechanism fixed to said control shaft, a link element pivoted to saidmechanism and swiveled to said lever so that the rocking motion of thefree end of the lever causes said shaft to rotate in the same direction,and a frame mounting for said shaft supporting said crank arm mechanismfor limited axial sliding motion of saidcontrol shaft and saidmechanism, the said sliding motion being transmitted to the saidmechanism through the coequal motion of said link element caused by saidright angular motion of said lever from the said fulcrum.

18. A change speed transmission assembly of the longitudinal dividedgear group type having two gear groups each individually located ateither end thereof with a power input member centrally located betweensaid groups, a power output member extending thru both said groups andconnected to an output drive thru one of said groups, shiftablechange-speed gear-connecting elements in both of said groups includingan element of each group operative to be shifted in two directions fromneutral to different drive-establishing positions, a third change-speedgear element of one of said groups shiftable only in one direction fromneutral to a drive-establishing position, and shift control mechanismfor said elements including a rockable and axially shiftable controlmember effective to shift each of the said two first-named and saidthird element individually and one at a time to and from said neutraland said drive-establishing positions.

19. A change speed transmission assembly of the longitudinal dividedgear group type having two separate gear groups each individuallylocated at either end of said assembly with a power input membercentrally located between said groups, a power output member extendingthru one of said groups and connected to a final drive, powerconnections from said power input memher in both said groups to saidpower output member, including shiftable change-speed gearconnectingelements operative to be shifted linearly in two directions from neutralto different drive-establishing positions, and including a change-speedgear-element located in one of said groups shiftable only in one lineardirection from neutral to a drive-establishing position, and shiftcontrol mechanism comprising a manually operable shifter shaft connectedto a shift selector device, said shaft and said device being movable inaxial and rocking directions and connected to operate said" elementspositively and to station same in said neutral and in saiddriveestablishing positions, said mechanism being effective to shifteach of said elements individually and one at a time to and from saidstated positions.

20. In control apparatus for power transmission drives, a transmission,a transmission casing, gear-changing elements within said casing, agearchanging mechanism in said transmission casing, including a set ofparallel shift rails arranged to engage and disengage the said elementsby translatory motion, notches in each of said rails, a control shaftmovable parallel to said rails and having a finger rockable with saidshaft to intersect the said notches, said shaft projecting from saidcasing and operative to rock said finger for intersecting said notchesand to move said finger longitudinally for shifting a selected rail, anexternally located control construction for said shaft consisting of acrank rotatable and translatable with said shaft, a crank arm pivoted onsaid crank, and a manually operable drive selector lever movable in oneplane to slide said crank and said shaft in the same direction of levermotion and movable transversely to said planar motion for rocking saidcrank and said shaft so as to rock the said finger, said lever having afulcrum swivel joint at one end and a swivel joint connection with saidcrank arm.

HANS O. SCHJOLIN.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 1,711,896 McLean May 7, 1929 1,788,894 Schjolin Jan. 13, 19311,814,426 Becker July 14, 1931 1,863,972 Eckland et al June 21, 19321,993,912 Austin Mar. 12, 1935 2,106,841 Griswold Feb. 1, 1938 2,168,645Glidden Aug. 8, 1939 2,195,509 Buckendale Apr. 2, 1940 2,219,601Quartullo Oct. 29, 1940 2,238,616 Wolf Apr. 15, 1941 2,266,397 NorelinsDec. 16, 1941 2,435,930 Schjolin Feb. 10, 1948 2,457,400 Roos Dec. 28,1948 FOREIGN PATENTS Number Country Date 327,473 Great Britain Apr. 10,1930 637,097 France Jan. 23, 1928

